Safety contrivance on permanent railway tracks



July 12, 1932. K. E. WENZEL 7,

SAFETY CONTRIVANCE ON PERMANENT RAILWAY TRACKS Fil ed Jan. 11. 1929 fm'enfor:

lfgnesses:

Patented July 12, 1932 KARL ERNST WENZEL, or HAMBORN, GER ANY, Ass-xenon, BY msmisssxesnsrias;

TO THE FIRM: VEBEINIGTE EISENBAH SIEMENSSTADT, GERMANY SAFETY con'rmvancn on rnniifnnnnzt" Brawn? warms Application filed January 11,1929, Serial No. 331,919,. anti-sceneryanswerin My Patent 1,683,709, dated September 11,

y 1928, relates to a safety contrivance on permanent railway tracks, in which a. two-part insulated rail section and a relay comprising an armature and two windings or instead of the latter only one winding and two series resistances connected in parallel thereto, the

'two parts of said insulated rail sections being connected each to one of said windings or to one ofsaid series resistances and adapted to be short circuited for an attraction of the relay armature by each two succeeding train wheel axles running over the same. P

This construction is open to certain objections for indicating the arrival of a train on the first insulated section. In order to attain satisfactory signalling, it is necessary to provide a relay for each part of the two part insulated track so that two ordinary relays and one relay with two windings or two resistances are required.

This drawback is avoided according to the invention, by providing for each section of the insulated track an ordinary relay and by connecting the contacts of these two relays in such a manner that both relays remain energized or deenergized during the time the train occupies the second section in each direction of travel. It has already been proposed to subdivide the section block into two in-.

sulated sections, an electromagnet being connected to each section, and the two electromagnets being rendered mechanically dependent on each other.

The inventionhas for its object to make the attracting or the dropping of a relay dependent upon whether the insulated rail sections are occupied by a train or not and to eliminate all accidental causes in actuating the relay. For example, if the rails happen to be covered with coal, the train shunt on the rail is not eifective to cause the track relay to become deenergized because of the high resistance of the shunt.

Two constructional forms of the invention are illustrated by way of example in the accompanying drawing, both in plan view.

In the form of construction shown in Fig.

1, the arrangement is such that when the train runson the first insulated rail section 2' N' SIGNAI WERKE' G. M. B. H. OF BERLIN- ;V

this fact at enceind icatedby illumination of the) signalling g I provided for this purpose, while on the'other hand the device mis operatedon l y the train passes'on to the second insulated rail section 2' and remainsin operation so long' as this section-1S occupied. This effect is obtained by: the fact that the relay s is connected permanently tothe insulated rail sectioni and-the relay tethe insnlated' rai'lc section ia- At the relay the contacts 70 I0 and 70 and atthe relay s the"contactSZcg-kg and leg are closed, whentherelays are energized. If a'train runsover the insulated rail section the tive',b'u't by=the centactla the signalling lamp 9 or any other signalling" device is operated. When the train runs over the insulated rail section" i 7 the two relays are connectediin parallel with one anotherover the contacts 701 and k iii-series soth-at the-relay 3' remains I attracted like relay" 8 when the. insulated rail sectioni has beccmefree. l' lhe' contact kg closes the circuit over contact 76 to the operating magnet m, so that the latter; 5 as wanted, becomes energized while a train runs over the insulatedrailsecti'on The contact 'lcgis connected inp'arallel to contact and the former is only necessary forthepur poseof operatin'githe signalling lamp g, when the train runs in opposite direction, i. e. from the insulatedrail section 2'; to the insulated rail section 2' 7 In the form of construction shown in H 2 the operation of the device shown in Fig. l is made better by the fact that the both relays s and 8 are normally connected in closed circuit over the insulating rail sections 2' and '5 so that they are short circuited by the axles of the train. One is then less dependent on the resistance of the insulated rail sections. For a careful treatment of the battery the resistances ca and w are connected in series with the relay-windings. The relay-contacts I0 and 70 serve for the same purpose as in Fig. 1 but only with the difi'erence that they.

are not closed when the armatures of the relays are attracted but when they are dropped. This is obtained by the fact that in the arrangement according to 2 the operation of the relays takes place not by closing of the current to the relays but by short-circuiting of the relays.

What I 'claim,is:

1. A device for releasing, operating andlocking safety contrivances on railway tracks,

comprising in combination with a two sectioninsulated track, a relay for each section of said insulated track, and two contacts for each of said relays mutually connected 'so that they cause said relays toremain operative as long asatrain is on one of the two sections of said insulated track by the passage of the train from the other section.

2. A device as 'specifie'din claim 1, com prising in combination, the contrivance tobe secured the signalling and locking device and the two relays with two contacts connected to the insulated railsections, two relay contacts adapted to be series connected for switching in said contrivance only when a train, has. passedifrom one 7 section into the other section, and two relay contacts adapted to be-parallel connected for operating said signalling or locking device when a train is in either section. f

3. AdeYicel-as specified in claim 1, comprising in combination with the contrivance contacts adapted tobe series connected for I to "be! secured, the signalling and locking device. and thetwo relays; two contacts connected tolthe insulated rail sections, two relay switching in said contrivance only when a trainqhasgp'assed from one sect1on 1nto the other section; and tworelay contacts adapted i to be parallel connected 'for'operating said signalling or locking deyice when a train is in either section and two resistances for connecting said two relays in aclosed circuit through said insulated rail, sections, and

armatures of said relays adapted to operate 'said contacts in dropping.

v In testimony whereof I have hereunto set my hand. 1 r a [1&KARLERNST WENZEL.

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